turreff



S. J. TURREFF.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED mm1, 1919.

1,317,645. Patentedsept. 30,1919.

2 SHEETS-SHEET l.

8.1. TURREFF.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED FEB. I?, 1919.

2 SHEETS-SHEET -2.'

Patented Sept. 30, 1919.

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STANLEY J. TURREFF, OENEW YORK, N. Y.AssIGNon .To FEDERAL SIGNAL COMPANY,

0F ALBANY, NEW YORK, A CORPORATION OF NEW YORK.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

" 'Patented sept. 3o, i919.

Application led February 17, 1919. Serial No. 277,418.

To all whom t may concern: Beit known that I, STANLEY J. Tunnnrr, a citizen of the United States, and a resident of the city, county, and State of New York,

have invented certain new and useful Im- Systems, of which the following is a specifi-` driver has not observed the warning given by the signal and acted in obedience thereto, the audible alarm device sounds, thereby warning the engine driver, or other members of the crew, or both, that he or they must act in some way to retard the car or train. The audible alarm device is located at such a point that if `and when it has sounded, sufiicient distance is left in which to retard the car or train or bring it under control to prevent an accident, such as a collision, derailment, etc.

Y I will describe a signaling system and the improvements embodying my invention applied thereto, and then point out the novel features thereof in claims.

. In the accompanying drawings, all of which are diagrammatic, Figure l is a view of a portion of a trackway to which is applied a signaling system for the control of cars or trainsalong the trackway, and embodying my invention. The signals, relays, apparatus, etc., are shown in the positions intended for them when no car or train is present on the trackway, and the circuits controllingthem are shown in the condition which compels the position of such signals, relays, etc. Fig. 2 is a similar view of the trackway andl signaling system shown in Fig. V1,. eXcept that certain signals, relays, apparatus, etc., are in a different position andjthe'circuitscontrolling them in a different condition due to the-presence of a car or train on a portion of the trackway. Fig. 3 is a similar View of the trackway and signaling system shown in Fig. 1, except that certain signals, relays, apparatus, etc., are' in a different position and the circuits y'from a suitable source.

controlling them in a dierent condition due to the presence of two cars or trains on two Vdifferent portions of the trackway.4V Figli is a view similar to Fig. 3, except that certain signals, relays,`apparatus, etc., are in a different positionandthe circuits control ling them in a different condition due to the presence of two cars or trains on two different portions ofthe trackway, and due also to the fact that the driver lof the car or `train to the left did not obey the warning given by the sienal at the left of the gure.

b Similar letters of reference designatecorresponding parts in all the figures of the drawings.

Referring to the drawings, It designates a trackway of a steam or electric railway, and divided into signaling sections, generally termed block sections. Two complete signaling sections are shown designated A and B, and portions of two other sections. Any of the. well-known methods for dividing theftrackway-intosignaling sections may be employed. As shown, both rails of the V.trackway are lprovided with insulated joints'la, 'i

Each signaling section is provided with Ya track circuit, which track circuit, .as

usual, comprises a source. of current anda relay device both connected with the opposite track rails of the signaling' section so as to form a continuous path, closed at all points, for `the flow of signaling current al'is the source of signaling current for the track circuit in signaling section A, and b1 the source of signalingcurrent for the signaling section B. a2 is the relay device included in the track circuit for 4signaling section A, and-l?2 thev relay device included in the track circuit for signaling section B.V The relay devices a2, 62 may be any of thewell-.knowntypes and according to whether the sources ofcurrent al, b1 supply direct or alternating current. an armature which lcarries oneor more contact fingers which coact'with front andback contacts'to open and close circuits.. In the drawings each contact finger is diagrammatically represented with an armature.

In carrying out'my invention, Iprovide each signaling 'section with an additional ntrack circuiuthe relay of which preferably also functions "in the signaling system applied to the"traclnzvay,V and which track c1r- Each relay device is provided with cuit directly acts in the vcontrol ofan audible alarm deviceinvolvedV in my invention.

The additional track circuit for each signalj ing section A, comprises va source of current a5, the opposite rails of the signaling section and a relay device a6. The source of current a5.: may bel the same or different from the .source a1, b1, and the relay device a6' the same as or different ,from the relay device a2, b?.

At the entrance end of each signaling section I locate a suitable' signal device', A1 being the signaldevice for sectionrA, and Bl-the'fsignal device for section B. The signal devices are preferably of the automatic type lcomprising a mechanism and a Serna-- phore blade and an operating mechanism for moving the bladeto :two positions o -f' indication, herershovvn'as in the upper quadT rant, and. designated clear and cautionf and for permitting the blade .to movev by gravity to Y a third position indicating dan- 75 er. Y

The relay Vdevice in each signaling section primarily controls the operation of the mechanism of the signal device providedfor Vlien'ce'`Will not be described in detail.-

vthat 'signaling section, in its movementr ofV the blade to its clear,"caution`, orto permit the blade to movel by gravity to its' dangerpositions. When the relay devices,

4for example, b2, a? (see Fig. 2.),or either of them are denergized, due to thepresence of a car or-'train intheir signaling section, a circuit is opened which includes a relay de- :vice Y and a circuit is also .opened Which includes a relay device X, and the opening-of these circuits permits the blade to :assume -its danger position of indication by gravity. When the car or train moves into the next signaling section they saine operation above described takes placeivith respect to the signal device for that signaling section. When the carvor train has left af signaling section (assuinein Fig. 2V that the car or train has left section A and enteredv section B), the' vrelay devices of the section-so 'vacated again becomes'energized,and the relay device Y of the same section becomes Venergized to move the'blade of the signal device v-to its caution position of indication. The

relay Vdevice X of the same signaling section is not energized because its control also includes a front-contact ofthe relay device Y ofthe signaling section in advance (in v'practising such" a system of signal indications ar'e shown inthe drawings. w e' H designatesa suitable 'automatic audible alarm, which comprises a bell or other sound Y producing ,device h and anelectrically operated lor controlled mechanism h1. The prefvcrab-le arrangement in the alarm device H is,

that, sov long! as current is ypresent in the mechanism h1, the sound device h is silent, but lwhen current is not present in the mechanism h1 the device h sounds immediately and continuously.V One such alarm device, H is provided for each signaling section and is locatedvat a point therein, lthat if andV when sounded, suiiicient distance isleft to retard the car or vehicle, Which caused the alarm to'operate, before reaching the danger point. For example andreferring to Fig. 2, With a train in signaling sectionvB, the blade of the signaling device B1 is in its, danger position, in Which position it Warns the driver .of an approaching. train that they signaling sectionfis occupied by a car or train, andthe blade ofthe signal device A1 is in vits .caution position, VVin proachingcar or train to reduce :itss'peed prepared to stop, as -thenext block in ad# `Vance is occupied by a car or train; ."If then vthe driver of Va carrer. train labout toy enterV ,signaling section A does not observe thepoV sitionof the 'blade andr act in obedience. to

its Warning, theaudible alarm isset into operation at a point `which, if the driver or other member of the train creivvthen acts, will enable thetra'in Vto *beV stopped `before reaching the signaling section BQ This is` the situation illustrated in Fig. 4. If,'hovv ever, the driverofj'such a car or train did observel the position of the blade' of theV signal device A, and` obeyed its Warning by reducing the speed ofV his 'car ortrain sufficiently kto consume an amount'oftime in traveling through the-firstV part 'of the signaling section equal to or greater than that for which the time element relay Gisr adj usted, .the alarm device l H Vwill not sound. This is the' situation illustrated in Fig.l 3. Y

train'present in a signaling section, acircuit7 .which includes the inechanismif'i's maintained through vthe 'alarm' deviceY H, which circuit may be tracedfas Yfollows source of current I, Wires l, 2, 20, l'arii'iature of relay device afconta'ct 21,4'Wires l22, 23,

-mechanism k1, and Wires 6, 7 and 8 to source I. yVllienfa car or trainentersfa Ysignaling section (for example Yfrom Ato B in Fig. 2) with the blade of the singal mechanism VB in its Vclearr -`position of indication, 'obviously there' is 'noi reason Why Y the alarm' .H

established/'Which ymay .beA traced as followsz-source'of current I, Wiresilf, 9, 4arma-` Which position it ,Warns the driver of an ap- A VReferring n'ovvtoV Fig. 1;,with Ano cai" or iis should be sounded.v Hence, af circuitl is ture kof first track relay, back contact point 10, Wires l1, 12,5contact'iinger 0 of a'circuitV Contact 01 (which `at 'the tinie- -assuined 'is controllerincluded 'in the signal mechanism, Y' Y engaged by the finger 0) wire 13, relay device F, and wires 14, 7 and 8 to source I. Immediately that the relay F is energized, it closes a circuit on itself (a stick circuit) as follows: source of current I, wires 1, 9, 15, armature of relay device Y (which is deenergized when the car or train enters the signal section), back contact 16, wire 17, armature of relay F, contact 18, wires 19, 13, relay F and Wires 14, 7 and 8 to source I. Consequently, when the finger 0 moves away from contact the relay F is still energized and a circuit is' established on the alarm H as follows source of current I, wires l, 2, 3, armature of relay F, contact point 4, wire 5, mechanism h1, and wires. 6, 7 and 8 to source I. Hence, when the car or train shunts relay device t6 to open the circuit on the alarm device maintained by it, the alarm is not sounded because of the cir-cuit being closed by the relay F. "When the car or train leaves the signaling section (for example A in Fig. 2) the circuit just traced (stick circuit) is broken at contact 16 (due to relay device Y being energized) and the condition of apparatus and circuits for signaling, section B is that shown for signaling section A, Fig. 2, and the condition of apparatus for signaling section A that shown in Fig. 1.

Referring now to Fig. 2, if a car or train should enter signaling section A. and the driver thereof observes the position of the blade of the signal device A and obeys its warning by reducing the speed of the car or train, as soon as relay device c2 is deenergized a circuit is established through a timeelement relay G to initiate its operation, and which circuit may le traced as follows source of current I, wires l, 9, armature of relay a2, back Contact point 10, Wires 11, 30, contact linger 02 of the circuit controller included in the signal mechanism, contact 03, Wires 31. 32, contact 33, armature of relay F, wire 34, time element relay G, and wires 35, 36, 37, 14, 7 and 8 to source I. The time element relay G is of any well-known construction, and comprises as usual an electrically operated or controlled means which, when energized, immediately sets into operation a suitable mechanism involving an adjustable time element. This mechanism therefore after a pre-determined lapse of time picks up its armature to close a circuit, which in this instance includes the mechanism 72,1 of the alarm device. This circuit, which is assumed to have been established in Fig. 3, because of the operation of the time element relay G, is as follows source of current I, wires 1, 9, 100, member g of the time element relay G, contact 40, wires 41, 5, mechanism h1 and wires 6, 7 and 8 to source I. Therefore if the car or train which entered signaling section A, reduced its speed sufliciently to enable the time element relay G to complete its operation to close the circuit just described, the alarm device H will not be sounded when the relay a is denergized because another circuit (a stick circuit) will be established on the time element relay G which may be traced as follows z-source of current I, Wires 1, 2, 20, 44, back contact 45 of relay a, armature a4, wire 46, armature g of time element relay G, front contact 48, wire 49, time element relay G and wires 35, 36, 37, 7 and 8 to source I. The circuit which includes the contact point 40 and alarm H will be thus maintained to prevent the alarm sounding. This condition of circuits and apparatus is illustrated in Fig. 3. If, however, the driver of the car or train entering section A (Fig. 2) did not observe its position and therefore did not obey its warning, the time element relay G will not have had time to pick up its armature and hence when relay as is shunted, all circuit's `provided for the alarm H will be open and the alarm will then sound. rIhis condition of circuits and apparatus is illustrated in Fig. 4. All members of the crew or other persons will be warned that a dangerous condition exists in that the driver of the car or train has disregarded the warning of a caution signal and that some action must be taken to prevent an accident.

It will be understood that by the term caution I mean to include any condition of trackway which requires a reduction of speed of the vehicle to insure safe conditions under which the vehicle may be moved.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is 1. The combination in asignaling system comprising a signal device automatically controlled by the condition of a portion of the track in advance of said signal device to give a caution warning, an alarm device located in advance of the signal device, a circuit for said alarm device which when closed will prevent the alarm device sounding, an electrically operated time device for controlling said circuit, and a circuit including said time device which is initially closed by a car or train after it passes said signal device in its caution position.

2. The combination in a signaling system comprising a signal device automatically controlled by the condition of a portion of the track in advance to give a caution warning, an alarm device located in advance of the signal device a normally closed circuit for said alarm device, vehicle controlled means for opening said circuit, a second circuit for said alarm device and normally open, a time element device for closing said circuit after the lapse of a predetermined period of time, and vehicle controlled means for initiating the operation of l said time element device.

`means to normally keep it from sounding,

a 4time elementdcvice Wliicli after a predetermined lapse of time also acts to prevent the alarm` sounding, and train controlled means for initiating the operation of the time element device.

4. The combination in a signaling system comprising` a signal device automatically Y controlled by the condition of a portion of the track in advance to give a caution Warning, an alarm device, acircuit for said alarm device Which is normally lield closed by a track relay, a second circuit for said alarm device, a time element device for Copies of thispatent may be obtained for ve cents each, by addressing the Commissioner Washington, D. C. Y

v closing said circuit, and veliicle controlled means for initiating tlie operation of said time element device. Y Y Y,

5v.' The combination in a signaling system comprising a signal device Which. gives Warning indications of tlie condition of the track in advance, an alarm device located Yin advance of the'signal device, means for normally keeping,` tlie alarm device from sounding, and means for also keeping the alarm device from sounding after a predetermined lapse of' time, which kmeans are initially operated by tlie. action of a car or train.

In witness. Wliereof, I have signed my name to this speciication, in tlie presence of tivo subscribedy Witnesses.,

STANLEY J. TURREFF.

`Vitnesses:

GEO. E. CRUsE, MARCIA E. BROWN.

of Eatents, 

